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SIXTH  ANNUAL  REPORT 


OF  THE 


BOARD --OF  DIRECTORS 


OF  THK 


CENTRAL  SOUTHERN  RAILROAD 

if  ^ 


T<>  Tin: 


STOCKHOLDERS, 


NASHVILLE,  TENN.t 

J  .     O .     GRIFFITH     &     COMPANY,     PRINTERS 

1861. 


^mamm^ 


SIXTH  A-NNTJAX,  REPORT 


OP  THE 


BOARD  OF  DIRECTORS 


OF  THE 


CENTRAL  SOUTHERN  RAILROAD 


Cirmf  El 


TO  THE 


STOCKHOLDERS, 

1861. 


NASHVILLE,  TENN.: 

J.    O.    GRIFFITH    &    COMPANY,     PRINTERS 

1861. 


Central  Southern  ^ailroab   Company 


BOAE.D    OIF1   DIRECTORS. 


THOMAS  MARTIN,  Giles  Cow 
BEN  J.  CARTER. 
THOS.  K.  GORDON, 
G.  A.  REYNOLDS, 

NEWTON  WHITE, 

C.  P.  REED, 

C.  N.  ORDWAY, 


tjf 


WM.   PERRY,  St..      Giles  County. 

ALBERT  BUFORD, 

WILLIAM  J.  DALE,  Maury  County. 

JAMES   T.   MOORE, 

GILES  T.  HARRIS, 

J    BALLANFANT, 

JOHN  FRIERSON, 


S.  W.  FITZPATRICK,  Marshall  County. 


OIFIFICIFJIR/S, 


THOMAS  MARTIN,  Pulaski,  President. 
JOHN  BAIRD,  Columbia.  Sec  and  Treas. 
"W.  ON.  PERKINS,  Nashville,  Gen.  Supt. 
D.  J.   JOHNS,  Columbia,  Engineer. 


Office  of  the  Company ,  at  Columbia,  Tenn. 


REPORT. 


To  the  Stockholders  of  the  Central  Southern  B.  R.  Company : 

In  pursuance  of  the  charter  of  the  Central  Southern  Railroad 
Company,  making  it  the  duty  of  the  President  and  Directors  to 
submit  a  statement  annually  to  the  Stockholders,  of  the  condition 
and  operation  of  the  road,  the  following  expose  is  made. 

It  will  be  seen  from  the  report  of  the  Secretary  and  Treasurer, 
that  the  total  cost  of  the  road,  including  salaries  of  officers,  and 
interest  accounts,  up  to  the  1st  October,  1861,  amounts  to  $1,- 
lb'9,9G7  68,  or  $24,589  50  per  mile.  The  original  estimate  of 
the  Engineers  from  the  preliminary  surveys  was  $1,141,209,  ex- 
clusive of  ballast — this  estimate,  however,  was  reduced  by  an  in- 
crease of  grade,  and  a  decrease  in  the  width  of  cuttings  and  em- 
bankments, so  that  the  last  estimate  of  cost  made  by  the  Engineers 
in  October,  1858,  after  all  the  road  had  been  let  to  contract,  was 
$1,088,203  14,  inclusive  of  ballast ;  or  $81,764  54  less  than  the 
amounts  charged  to  construction. 

This  discrepancy  between  the  last  estimate  and  the  actual  cost, 
is  easily  reconciled  by  refering  to  one  item  of  the  Treasurer's  Re- 
port, charged  under  head  of  "State  Loan,  Interest  and  Exchange", 
amounting  to  $96,687  88,  and  which  includes  all  losses  sustained 
on  State  Bonds,  and  the  interest  paid  to  the  State,  up  to  1st  July, 
1861,  inclusive.  This  is  an  item  of  cost  common  to  all  roads  in 
Tennessee,  and  although  never  reckoned  in  the  estimates  of  En- 
gineers, and  perhaps  not  always  so  charged  in  the  accounts  of  the 
Companies,  should,  nevertheless,  be  charged  to  construction  until 
the  completion  of  the  road.  Deducting  this  amount  from  that 
reported  in  the  present  instance,  it  makes  the  cost  of  the  road 
$1,073,279  80,  showing  the  Engineers  to  have  been  singularly 
correct  in  reducing  the  cost  to  $22,580  per  mile,  for  which  few  if 
any  roads  in  this  State  have  been  built. 

It  will  be  seen  also,  from  the  report  of  the  Treasurer,  that  the 
floating  debt  of  the  Company  is  $105,550  60,  with  means  on 
hand  of  $27,086  71,  reducing  the  amount  unprovided  for   to 


6 

$78,443  89  ;  this  is  another  item  common  to  all  roads  in  Tennes- 
see, and  arises  in  most  cases  as  in  ours,  not  from  any  mismanage- 
ment or-  misapplication  of  means,  but  want  of  capital.  The 
original  means  of  the  Company  were  as  follows : 

Individual  subscription,  payable  in  cash, $123,800  00 

Giles  County, 275,000  00 

Corporation  of  Columbia, 30,000  00 

Contractors  subscriptions,  payable  in  work, <'>8,063  86 

State  Loan, 534,000  00 

Making  the  whole  amount, $1,030,863  86 

Which  deducted  from  the  cost  of  the  road, 1,169,967  68 

Leaves  a  deficit  of, $139,103  82 

Which  has  been  reduced  by  transportation  receipts 

to  1st  October,  1861, 60,659  93 


Leaving  a  balance  still  in  excess  of  means  of,  ....        $78,443  89 

The  amount  of  means  on  hand  charged  as  $27,086  89,  will 
not  realize  that  sum  by  $7,000  or  $8,000,  and  there  are  still 
a  few  miles  of  ballast  to  be  added  to  the  cost  of  the  road,  but  the 
above  statement  is  sufficient  to  show  how  deficient  the  road  has 
been  in  capital.  Had  there  been  $100,000  more  subscribed  at 
the  beginning  it  would  now  have  been  paying  a  dividend,  but  as  it 
is,  stockholders  will  have  to  wait  patiently  until  the  debt  we  owe 
is  discharged  from  the  receipts  for  transportation. 

Another  item  in  the  report  of  the  Treasurer  to  which  attention 
is  called,  is  that  of  "  Scrip."  This  debt  was  originally. $305,000 
the  amount  of  Giles  county  and  Columbia  subscription,  and  is 
payable  either  in  transportation  or  in  the  capital  stock  of  the 
Company,  as  the  owner  may  elect.  A  large  portion  of  the  Giles 
county  tax  payers  have  entered  into  an  obligation  to  commute  it 
for  stock,  and  $54,815  22  have  already  been  so  commuted  on  the 
books  of  the  Company ;  leaving  a  balance  of  $250,184  78  still 
outstanding.  The  reasons  are  many  why  the  owners  of  the 
Scrip  should  promptly  merge  their  claims  in  the  capital  of  the 
Company.  First  the  road  bed  and  rolling  stock  must  be  kept  in 
the  most  efficient  condition,  so  as  to  dispose  of  all  the  business 
which  may  accumulate  along  the  line  without  delay,  and  in  the 
most  economical  manner.  In  the  next  place,  the  interest  on  the 
State  loan  must  be  promptly  paid,  or  a  receiver  will  be  appointed 


to  take  charge  of  the  road,  until  the  State  claim  for  interest  is 
paid ;  and  in  the  third  place,  the  floating  debt  of  the  Company  must 
be  paid  as  soon  as  possible.  We  might  urge  these  positions  at  con- 
siderable length  on  the  consideration  of  Scrip  holders;  but  it  is 
confidently  believed  that  the  citizens  of  Giles  county,  who  have 
voluntarily  taxed  themselves  to  build  this  great  work  of  internal 
improvement,  will  not  be  found  wanting,  nor  defBcient  in  appre- 
hending their  true  interest,  by  at  once  surrendering  their  tax  re- 
ceipts and  receiving  certificates  of  stock,  which  in  point  of 
intrinsic  value  and  convertibility  are  now  and  will  at  all  times 
be  equal  to  the  tax  scrip.  To  the  owners,  the  tax  receipts  will 
be  found  on  experiment  difficult  to  use  in  payment  of  transporta- 
tion, and  as  they  can  only  be  used  locally,  local  rates  for  trans- 
portation will  have  to  be  paid  ;  these  on  all  roads  are  higher  than 
through  rates,  consequently  the  scrip  can  never  be  of  equal 
value  in  such  payments,  as  those  made  with  money.  Let  all  hold- 
ers of  tax  receipts  surrender  them  and  receive  in  their  place  stock 
certificates,  and  soon  dividends  will  be  paid  on  the  entire  invest- 
ment. The  citizens  of  the  counties  of  Giles  and  Maury  have 
greatly  honored  themselves  by  the  construction  of  so  important  and 
valuable  work  of  internal  improvement  without  the  aid  of  one 
dollar  contributed  out  of  their  limits,  and  we  feel  sanguine  that 
they  will  take  the  course  herein  recommended  with  their  tax  re- 
ceipts, and  perfect  the  good  work  so  gloriously  begun. 

Much  attention  during  the  current  year  has  been  paid  to  bal- 
lasting, to  securing  deeds  to  all  the  real  estate  belonging  to  the 
Company,  to  keeping  the  road-bed  in  order,  and  [preparing  to 
house  the  hands  in  its  service,  and  we  are  pleased  to  say,  that  be- 
fore the  close  of  the  present  year,  the  Company  in  these  respects 
will  be  well  organized,  and  prepared  further  to  perfect  its  organi- 
zation. Many  of  those  subjects  will  be  more  particularly  ex- 
plained by  the  report  of  D.  J.  Johns,  who  has  had  in  charge  most 
of  these  subjects,  and  to  whose  intelligence  and  fidelity  a  debt  of 
gratitude  is  due  from  the  stockholders. 

Attention  has  been  particularly  given  to  the  adjustment  of  all 
questions  in  dispute  between  the  Company  and  the  citizens  through 
whose  lands  the  road  passes — to  settle  all  claims  for  damages, 
and  where  it  has  been  at  all  advisable  the  parties  have  been  ap- 
proached and  adjustments  made.  On  this  subject  there  are  but 
a  few  questions  of  a  vexatious  character  to  be  settled,  and  now 
that  the  act  of  limitation  shields  the  Company,  all  apprehensions 
of  losses  or  claims  from  this  fruitful  source  of  trouble  to  corpor- 
ations may  not  further  be  apprehended. 


8 

A  renewal  of  the  agreement  between  the  Tennessee  and  Alaba- 
ma Railroad,  and  the  Alabama  and  Tennessee  Central,  has  been 
agreed  on  to  extend  from  the  1st  July,  18G1,  to  the  1st  July, 
1862.  Trains  continue  to  pass  over  the  line  from  Nashville  to 
Decatur,  under  this  understanding,  which  has  not  yet  been  con- 
summated by  the  signature  of  the  President  of  the  Tennessee 
and  Alabama  Railroad,  but  we  presume  it  will  be  given  at  the 
next  monthly  meeting  of  the  Executive  Committee.  There  is 
much  to  be  said  in  favor  of  this  arrangement.  It  certainly  secures 
a  larger  amount  of  through  transportation  than  could  be  obtained 
without  it,  and  it  is  a  great  relief  to  passengers  to  be  freed  from 
the  trouble  of  exchanging  cars  and  in  looking  after  their  baggage. 
I  however  will  advance  the  thought,  that  the  independent  organi- 
zation of  the  Central  Southern  Railroad  under  its  own  superin- 
tendent, whose  sole  business  it  shall  be  to  look  after  its  interest, 
and  promote  more  fully  facilities  to  the  way  of  local  travel,  to  the 
establishment  of  a  first  class  machine-shop  on  the  line  of  the  road, 
is  indispensable  to  making  provisions  to  supply  the  wants  of  the 
Company.  We  can  manufacture  all  of  our  rolling  stock  as  well 
as  we  can  have  it  done  elsewhere,  if  we  will  only  prepare  to  have 
the  work  done.  We  already  have  at  Columbia  preparation  to 
some  extent  to  accomplish  this  object,  and  under  the  care  of  C. 
B.  Knowls,  Esq.,  our  chief  machanic,  we  have  repaired  our  loco- 
motives and  cars,  as  well  and  as  cheaply  as  we  could  have  had 
done  elsewhere.  And  I  must  not  fail  to  bring  to  your  notice  the 
claims  and  character  of  Mr.  Knowls  ;  in  all  respects  he  has  filled 
his  position  to  the  satisfaction  of  the  directors,  and  is  entitled  to 
the  most  ample  compensation  the  Company  can  pay  to  any  one 
in  his  position. 

A  contract  was  made  with  Zachariah  Parker  to  cover  with  tin 
the  bridges  over  Richland  Creek  and  Robertson  Fork,  and  to 
have  them  boarded  up  in  the  exact  manner  of  the  bridge  over  Elk 
River.  The  present  political  difficulties  of  the  country  have  rend- 
ered it  almost  impossible  to  procure  tin,  with  which  to  cover  the 
bridges,  and  this  contract  will  have  to  lay  over  until  a  more  pro- 
pitious   season. 

Application  has  been  made  by  J.  W.  Sloss,  President  of  the 
Alabama  and  Tennessee  Central  Railroad,  for  a  subscription  on 
the  part  of  this  road,  of  twelve  hundred  dollars,  payable  in 
monthly  instalments,  in  order  to  enable  the  Mountain  Railroad 
Company  to  maintain  its  forces  on  the  road  during  the  next 
twelve  months,  dating  from  the  1st  Jany.,  1862.  The  stockhold- 
ers have  the  operatives  engaged  and  they  ask  this  assistance  to 
aid  them  in  securing  supplies  for  their  subsistence.     The  Moun- 


tain  Railroad  when  finished,  will  connect  with  this  line  of  roads 
at  Decatur,  and  with  the  view  of  placing  the  stockholders  more 
fully  in  possession  of  the  arguments  in  favor  of  this  subscription, 
I  request  the  Secretary  to  read  the  letter  addressed  to  him  by 
Mr.  Sloss,  when  they  can  determine  this  question  understandingly. 

At  Decatur  we  are  daily  experiencing  losses  and  inconveniences 
for  the  want  of  a  more  perfect  and  valuable  Southern  outlet, 
which  will  in  a  great  measure  be  overcome  by  the  extension  of 
this  line  of  railways  to  Montgomery,  Alabama.  When  this  is 
done,  we  will  not  so  materially  feel  the  effects  of  the  interest  of 
the  Memphis  and  Charleston  Railroad,  in  prefering  to  have 
freights  to  pass  over  their  road,  via.  Stevenson  to  Nashville. 

The  report  of  W.  O'N,  Perkins,  Superintendent  of  the  Nash- 
ville and  Decatur  Railroad  Line,  will  show  the  operation  of  the 
transportation  department,  and  which  presents  an  encouraging 
view  of  its  business  and  progress.  Had  this  line  of  roads  pos- 
sessed a  more  ample  supply  of  rolling  stock,  the  business  of  the 
last  ten  months  would  have  been  still  more  gratifying.  This 
difficult}'-  we  have  found  impossible  to  overcome  although  efforts 
to  do  so  have  been  faithfully  tried. 

It  affords  us  great  pleasure  to  acknowledge  the  high  apprecia- 
tion we  entertain  of  the  services  of  Mr.  Jno.  Baird,  the  Secretary 
and  Treasurer  of  the  Company.  It  would  be  difficult  to  find  a 
more  efficient  officer,  and  we  feel  sure  that  the  business  of  no  Rail- 
road Company  in  the  State  has  been  more  accurately  and  scien- 
tifically kept,  and  we  take  additional  pleasure  in  ascribing  to  him 
much  of  the  staple  of  the  present  Annual  Report. 

THOMAS  MARTIN,  President. 


SUPERINTENDENT'S    REPORT. 


Superintendent's  Office,  \ 

Nashville,  Sept.  30,  1861.      J 

'Col.   Thomas  Martin,  President: 

Dear  Sir:  I  herewith  submit  a  report  of  the  operations  of  the 
transportation  department  of  the  Central  Southern  Railroad,  for 
the  year  ending  September  the  30,  1861. 

Earnings. 

From  Freight, ..$36,423  03 

"     Passengers, 47,677  21 

«     Mail, 3,782  54 

"     Troops, 4.371  65 

"     Use  of  Cars 277  41 

"     Use  of  Engines, 912  30 


$93,444  14 


Expenses. 

For  Enginemen  and  Firemen, $3,677  21 

For  Conductors,  Baggagemen  and  Brakes- 
men,   3,470  96 

For  Wood  and  Water  Station  Attend- 
ance,   647  20 

For  Wood,  first  cost  and  labor, 4,585  78 

For  Oil  and  Waste, 1,210  05 

For  Repair  of  Locomotives, 2,125  67 

For  Repair  of  Cars, 5,585  03 

For  Repair  of  Shop  Tools  and  Machin- 
ery,  , , r  OO     o5 

For  Repair  of  Track, 84  18 

For  Repair  of  Road  Bed 14  40 

For  Repair  of  Buildings  and  Fixtures,..  62  96 

For  Repair  of  Bridges, 4  32 

For  Watching  Bridges, 112  50 


11 

For  Office  Expenses, 493  10 

For  Stationery  and  Printing, 981  75 

For  Agents  and  Clerks, 3,765  19 

For  Station  Labor, 326  61 

For  Superintendence, 713  72 

For  Loss,  Damage  and  Overcharge, 264  94 

For  Machine  Shop, 925  78 

For  Repair  Force, 4,625  "21 

For  Incidentals, 518  88 


$34,234  29 
Less  work  done  for  other  roads, ...        654  39 


$33,579  CO 


Net  Earnings, $59,864  24 

Every  effort  has  been  made  to  keep  down  the  expense  account 
consistent  with  the  proper  preservation  of  the  road  and  rolling 
stock. 

By  examination  you  will  see  that  the  transportation  expenses 
have  been  less  than  almost  any  other  road,  of  the  same  length, 
and  doing  the  same  amount  of  business. 

On  Wednesday,  November  the  21st,  1860,  your  road  was  com- 
pleted to  the  Alabama  Line,  and  on  the  next  day,  November  the 
22d,  the  cars  ran  over  the  whole  Line  for  the  first  time. 

On  that  day  an  agreement  entered  into  by  the  Tennessee  and 
Alabama,  the  Tennessee  and  Alabama  Central  Railroads,  and 
your  road,  went  into  operation  under  the  name  of  the  Nashville 
and  Decatur  Railroad  Line,  extending  from  Nashville,  Tennessee, 
to  Decatur,  Alabama,  a  distance  of  one  hundred  and  twenty-two 
miles. 

"Without  time  to  effect  an  organization,  many  difficulties  had  to 
be  encountered  and  overcome  in  putting  into  operation  this  new 
road,  not  to  be  met  with  in  any  other. 

The  complication  of  its  operations,  made  it  necessary  to  adopt 
peculiar  forms,  blanks,  books  and  accounts,  with  which  none  of 
the  agents  were  familiar,  and  by  which  many  little  errors  and 
troubles  would  necessarily  arise.  And  commencing  upon  a  new 
track  to  which  no  time  had  been  allowed  to  settle,  and  upon  which 
heavy  rains  commenced  falling  the  same  day  the  trains  were 
started,  continuing  for  eight  or  ten  days,  some  irregularities  in 
the  trains  was  expected  to  occur  and  some  damage  to  the  cai  s 
accrue. 

But  I  can  confidently  say,  that  after  operating  the  line  for  one 


12 

or  two  montho,  no  road  of  the  same  length,  and  of  the  same  num- 
ber of  trains,  cither  new  or  old,  has  run  with  more  regularity, 
and  with  fewer  accidents.  Rarely  ever  has  a  connection  been 
In.  t.  nor  has  there*  ever  been  an  injury  to  any  passenger. 

We  have  endeavored  by  close  attention  and  untiring  applica- 
tion and  strict  enforcement  of  dicipline,  to  make  the  line  a  pleas- 
ant, safe  and  popular  route,  and  I  hope  our  labor  has  not  been  in 
vain  Having  attentive,  polite  and  courteous  agents  and  conduc- 
tors, the  number  of  our  passengers,  and  the  amount  of  the  receipts 
has  had  a  healthy  increase  ever  since  the  line  was  opened. 

Our  greatest  desire,  and  the  one  to  which  our  greatest  efforts 
have  been  exerted,  has  been  to  make  it  a  paying  road;  to  this  end 
we  have  left  no  stone  unturned,  spared  no  labor,  and  have  never 
shunned  inconvenience,  or  avoided  fatigue,  but  have  devoted  our- 
selves exclusively  to  what  we  considered  the  interest  of  the  line  ; 
how  we  have  succeeded  will  appear  from  the  statement  of  earn- 
ings and  expenses. 

If  you  will  remember  that  much  the  larger  proportion  of  the 
earnings  have  been  derived  from  through  freights  and  through 
passengers,  and  ascertain  at  what  small  cost  it  was  done,  you  will 
at  once  see  the  great  benefit  derived  by  the  consolidation,  imper- 
fect as  it  was. 

Add  the  earnings  from  through  freight  and  through  passengers 
together,  and  deduct  the  amount  from  the  gross  receipts,  and  you 
will  find  all  the  profits  to  have  been  derived  from  the  consolida- 
tion. 

In  the  distracted  condition  of  the  country,  the  almost  entire 
failure  of  the  crop  of  the  last  year,  and  the  great  scarcity  of 
money  for  the  first  seven  months  of  the  year,  without  the  consoli- 
dation of  the  line,  neither  one  of  the  roads  in  interest,  would  more 
than  have  made  enough  to  defray  its  transportation  expenses. 

I  have  )io  doubt  but  thousands  of  dollars  might  have  been  saved 
to  each  of  the  Companies  in  interest,  if  a  more  perfect  consolida- 
tion could  have  been  satisfactorily  adjusted  and  agreed  upon. 

The  country  along  the  line  of  your  road  having  been  blest  with 
an  unusual  fine  harvest,  and  the  demand  for  the  products  being 
equal  to  the  supply,  a  line  local  and  through  business  has  sprung 
up,  giving  to  your  road  more  business  than  it  could  accommodate; 
having  a  small  supply  of  freight  cars,  I  have  found  it  utterly  im- 
p<  ibie  to  meet  the  demands  that  have  been  made,  and  now  nearly 
all  of  yourstation-housesarefilled  with  freight.  But  for  a  fortunate 
arrangement  made  with  the  Mississippi  Central  and  New  Orleans 
roads,  it  would  have  been  impossible  to  have  carried  forward  the 


13 

crops  of  the  country,  and  even  that  arrangement  will  only  give 
your  road  a  partial  relief. 

I  am  satisfied  that  the  Nashville  and  Decatur  Railroad  line,  of 
which  your  road  is  a  part,  has  failed  to  make  in  the  last  ten  months 
at  least  two  hundred  thousand  dollars,  that  was  offered  and  would 
have  been  made,  but  for  the  small  supply  of  rolling  stock.  The 
line  is  greatly  indebted  to  the  officers  of  the  Memphis  and  Charles- 
ton Railroad,  for  their  kindness  in  letting  us  use,  free  of  charge, 
many  of  their  cars,  by  which  your  receipts  has  been  considerably 
increased. 

By  the  articles  of  agreement,  forming  the  Nashville  and  Deca- 
tur Railroad  line,  all  of  the  cars,  both  pessenger  and  freight,  be- 
longing to  the  three  roads  have  been  thrown  into  common  stock, 
being  first  valued  by  competent  and  disinterested  parties.  Mak- 
ing the  rolling  stock  of  the  line  to  consist  of:  36  box  cars,  14 
stock  cars,  26  platform  cars,  11  passenger  and  baggage  cars. 

From  which  you  will  see  at  once  the  insufficiency  of  cars  to  do 
the  business  required.  The  greatest  wonder  is,  that  the  line  has 
done  so  much  work  with  so  few  cars. 

If  the  business  continues  and  the  number  of  cars  is  not  largely 
increased,  what  we  now  have  will  necessarily  be  run  down — wood 
and  iron  cannot  stand  the  heavy  demand. 

I  would  recommend  the  putting  in  of  a  good  side  track,  at  the 
Alabama  State  Line,  and  the  erection  of  buildings  at  that  point, 
suitable  to  the  preservation  of  your  engines  and  comfort  of  the 
employees  who  are  required  to  stay  there. 

The  trestle  work  and  bridges  on  your  road  require  some  repairs 
which  should  be  done  at  once. 

The  agents  and  employees  of  your  road  have  done  well,  and 
deserve  the  thanks  of  the  Company  for  their  promptness,  fidelity 
and  energy. 

Respectfully  submitted, 

W.  O'N.  PERKINS, 

General  Superintendent. 


ENGINEER'S    REPORT. 


To  the  President   and   Directors    Central   Southern   Railroad 
Company  : 

Gentlemen  :  On  the  21st  day  of  November,  1860,  the  track 
of  your  road  was  connected  at  Prospect  Station,  and  on  the  22d, 
the  trains  commenced  running  through  from  Nashville  to  Decatur. 
For  about  three  months  after  the  track  was  connected,  it  took 
nearly  the  entire  road  force  to  keep  the  track  in  condition  for  the 
passage  of  trains.  Since  then  there  has  been  a  large  force  bal- 
lasting and  ditching.  There  are  now  about  three  miles  of  track 
to  ballast  south  of  Pulaski,  and  three  and  a  half  north,  most  of 
the  track  south  of  Pulaski,  can  be  ballasted  by  Christmas.  By 
employing  about  thirty  hands  next  year  you  can  complete  the  bal- 
lasting and  put  the  track  in  fine  condition  early  in  the  season, 
after  which  they  could  commence  filling  the  trestles. 

The  bridges  have  not  been  covered,  as  there  could  be  no  tin  pro- 
cured for  the  roofs.  I  think  it  would  be  economy  to  cover  them 
as  soon  as  lumber  can  be  sawed  and  seasoned,  and  use  for  the  roof 
two  thicknesses  of  thin  poplar  or  linn  plank,  the  plank  to  be 
dressed  and  the  roof  painted;  such  a  roof  would  protect  the  bridge 
and  would  not  be  likely  to  take  fire  from  sparks  for  several  years. 

There  has  been  a  water-tank  put  up  at  the  south  end  of  the 
tunnel,  that  is  supplied  by  a  spring,  it  will  afford  sufficient  water 
for  the  locomotives,  excepting  in  a  very  dry  season,  when  it  may 
be  necessary  to  use  some  water  from  the  tank  at  Pulaski. 

The  tank  at  Lyttle's  Creek  ought  to  be  removed  to  Hurricane, 
so  it  can  be  supplied  by  the  hands  engaged  on  repairs. 

A  freight  house  and  platform  have  been  put  up  at  Hurricane. 
There  is  no  house  at  Richland,  nor  house  or  platform  at  Aspen 
Hill.  There  is  no  shelter  for  the  engines  at  the  State  line,  I 
think  it  would  be  well  to  build  one  and  a  room  for  the  comfort  of 
the  enginemen  and  firemen. 

Contracts  have  been  made  for  building  the  division  houses,  for 
the  repair  force,  at  Hurricane,  Wales  and  Aspen  Hill,  and  the 
houses  at  Hurricane  are  nearly  completed.  All  can  be  completed 
before  Christmas. 

I  think  you  ought  to  build  a  smoke-house  at  one  of  the  division 
houses,  say  at  Hurricane  or  Wales,  so  as  to  lay  in  a  supply  of  meat 
at  the  beginning  of  the  year. 

All  of  which  is  respectfully  submitted, 

D.  J.  JOHNS, 

Engineer. 


85  06 

2,129  B7 

8,000  00 

868  64 

41  95 

3,232  34 



§27,086  71 

TREASURER'S    REPORT. 

October  1,  1861. 
MEANS. 

Cash  subscriptions — unpaid S12,734  35 

Construction     "  "        

Bills  receivable 

State    bonds , 

Mail  service 

Tennessee  and  Alabama  Central  Railroad 

Cash 

Local  work  construction — to  wit: 

Clearing  and  grading $330,021  13 

Masonry 30,459  90 

Bridging 54,371  05 

Cross  ties  and  track  timber 43,141  26 

Ballast 27,000  55 

Cattle  guards 3,828  36 

Right  of  way 2,949  41 

Depot  and  station  buildings 2,707  36 

Engineering  department 32,050  84 

Contingencies 30,963  35 

Road  force 2,303  75 

$559,796  96 

Track  and  equipment  construction  : 

Rails $282,931  68 

Spikes  and  fastenings 32,328  47 

Frogs  and  switches 3,240  15 

Turn-tables 3,188  54 

Tracklaying 22,790  42 

Tracktools 172  41 

Locomotives 53,171  10 

Freight  cars 25,794  89 

Passenger  cars 8,768  59 

Road  and  hand  cars 735  80 

Water  stations 1,232  15 

Shop  tools  and  machinery 682  90 

Machine  shops  and  engine  houses 6,442  10 

Depot  and  station  buildings 10,899  11 

State  loan,  interest  and  exchange 96,687  88 

Incidentals 2  872  55 

Elk  river  bridge 58,231  98 

$610,170  72 

Tennessee  and  Alabama  Railroad $7,381  69 


$1,204,436  08 


16 

LIABILITIES. 

Capital  stock $254,060  77 

Scrip 250,184  78 

Staw  loan 634,000  00 

Hills  payable S80.237  39 

Construction  bonds 17,355  58 

Contractors  and  individuals 7,037  63 

$105,530  60 

Transportation $00,659  93 

$1,204,436  08 
RECEIPTS. 

Balance  per  last  report $S82  73 

Subscriptions $25,493  26 

J)is.,  interest  and  exchange 1,183  92 

Hills  payable 23,932  92 

Thomas  Martin 17,638  61 

Engine  wood 209  76 

Office  expenses 10  00 

State  loan,  interest  and  exchange 240  00 

Transportation 75,834  78 

Bills  receivable 140  25 

$144,6S3  39 

$145,566  12 
DISBURSEMENTS. 

Contractors  and  construction  accounts $32,324  58 

Bills  payable 37,423  88 

Construction  bonds 10,254  31 

Road  force 1,978  47 

State  loan,  interest  and  exchange 31,588  60 

Dis.,  interest  and  exchange 640  78 

Thomas  Martin _  307  70 

Transportation 27,855  76 

$142,333  78 

Balance 3,232  34 

$145,566  12 

JOHN  BAIRD,  Secretary  and  Treasury. 


